All crashpads that i know of you must have your own car. they are expensive in memphis, typically 250-300 a month and alot of them are fedex pads with guys coming in all night long. I dont have a clue about hotel costs as i've never gone that route. The other issue is that theres only 3 banks of flights right now on us in and out of memphis which limits ways to and from work. Fedex is a great back up though. If you can get through all that and find a routine then its a great base.

By the way I'm not at the bottom of the list in memphis on the -9 so come on over! ;) I'm hoping that I can get back on the bus and that may force me out of MEM next year though, we'll see.

How is that possible? We have a reserve duty period average. Look at Section 12.J of the PWA.

J. Reserve Duty Period Average

1. At the end of each bid period, a reserve pilot will receive the greater of:
a. his accumulated credit earned in the bid period,
b. his reserve guarantee, or
c. 5:15 pay, no credit for each qualifying duty period.
Note: If the value of c. exceeds the greater of a. or b. above, the pilot will receive pay and credit for the greater of a. or b. and pay, no credit for the difference of the value of c. and his credit for the bid period.

Good point slow- it's not very often a reserve ends up getting to use (c)

Halloween
 

I have decided to wear a halloween costume to work on Saturday's flight to ATL.

I am going dressed as a NW pilot.

Instructions:

1. Remove and pack hat
2. Remove and pack wings
3. Remove and pack name badge
4. Remove Nasal Radiator coat.
5. Add leather flying jacket with appropriate epaulets.
6. Carry laptop computer into cockpit in full view of Business Class passengers.

Happy Halloween

Ok, so I know what a and b mean but what does c mean? Is that 5+15 for every day I'm on reserve?

Qualified duty period can be in play here. Try a 4 day trip with only three days flying, or a deadhead only day, short call day without being called (as a commuter I count that a day of work) or a maintenance flight around ATL only (think, but I'd have to look up for sure - land at a different airport clause) - all, not a QDP.

No. Duty periods refer to flying days. (from report to release for a "break in duty" ie= a layover or the end of the trip)

That section of the PWA protects your pay. It is possible I suppose to work 19 days and only get 62 hours of credit, but your pay would be the greater of the guarantee or the 5:15 per duty period.

It would be really hard to work 19 days and only get 62 hours.
Maybe with some deadhead only days and a couple 24 hour layovers.
I'd like to see those trips. Something doesn't sound right.

For a reserve guy, it is completely possible. I am not sure about 19 days unless he yellowed on a few of his off days, but a lot of the 88 flying for reserves is a tun to RDU or the like. It is quite possible to do 62 hrs of flying and be used every on call day.

I think it is a lot harder on the 73N and above.

Somehow crew scheduling works it out that I work 69:59 credit, every month. Not sure how they have the incredible foresight to pull it off. I even try to throw them off by yellow slipping the better overnights. They even have JFK figured out and we've not been going over there. Every once in a while they are off by as much as 02:00 but still their ability to work me to, but not pay more than, 70 hours is uncanny.

What's heartbreaking is that if when you keep your schedule and add up what the lineholder in the other seat made - a reserve would make around 90:00 a month for the flying they do.

So much for the vacation in November. Looks like they are short as ever, even with the fall pull down. We must the overstaffed somewhere else. You know what they say about being junior.

The RAW score system was a huge concession.
I hope we can go back to using seniority in the next contract.

Nothing wrong with a little good old-fashioned union "featherbedding".

Ahhh, for the good old days of partial month move-ups!